EP0702820A1 - Systeme de poursuite de vehicules - Google Patents

Systeme de poursuite de vehicules

Info

Publication number
EP0702820A1
EP0702820A1 EP94920012A EP94920012A EP0702820A1 EP 0702820 A1 EP0702820 A1 EP 0702820A1 EP 94920012 A EP94920012 A EP 94920012A EP 94920012 A EP94920012 A EP 94920012A EP 0702820 A1 EP0702820 A1 EP 0702820A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
schedule
bus
system controller
route
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP94920012A
Other languages
German (de)
English (en)
Other versions
EP0702820B1 (fr
Inventor
Jeffrey D Haagenstad
Steven M Hamer
Ronald A Hagen
Edmund J Ring
Kim K Christopher
Theodore B Keyes
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
3M Co
Original Assignee
Minnesota Mining and Manufacturing Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Minnesota Mining and Manufacturing Co filed Critical Minnesota Mining and Manufacturing Co
Publication of EP0702820A1 publication Critical patent/EP0702820A1/fr
Application granted granted Critical
Publication of EP0702820B1 publication Critical patent/EP0702820B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

Links

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G08G1/127—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams to a central station ; Indicators in a central station
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams

Definitions

  • This invention relates to a method and apparatus for tracking vehicles and, more particularly, to a vehicle tracking system incorporating traffic signal priority preemption.
  • IVHS intelligent vehicle-highway system
  • APTS Advanced Public Transit System
  • Public transit buses must generally follow a pre-determined schedule.
  • the schedule is published and is relied upon by the riding public to gain access to the mass transit system.
  • the transit company creates the schedule, which includes locations, routes, and times of arrival.
  • signal light controllers provide traffic control that allows the orderly progression of vehicles through the intersection.
  • Some intersection systems are equipped with priority overrides that allow emergency vehicles to override the normal traffic control pattern. Also, these intersection systems often have a second level of priority that may be used by buses.
  • buses leave the bus depot with their schedule for the day and operate largely without oversight for the duration of the shift.
  • the bus may be ahead of schedule or behind schedule, dependent on ridership, traffic conditions, weather, and other unforeseen events. Keeping buses on schedule is key to customer satisfaction and increased ridership.
  • a vehicle tracking system includes a vehicle position identifying system and a controller.
  • the position identifying system determines the vehicle's location and provides it to the controller.
  • the controller compares the location information with schedule information and the real or elapsed time information and provides output indicating whether the vehicle is ahead of, behind or on schedule.
  • Figure 1 shows a schematic block diagram of the vehicle tracking system of the invention
  • Figure 2 shows the schedule translation system of the invention
  • Figure 3 shows the dispatch center system of the invention showing several incoming telephone lines through a modem concentrator
  • Figure 4 shows the intersection control system used in one embodiment of the invention
  • Figure 5 shows a tracking system used in the method and apparatus of the invention
  • FIG. 6 shows an embedded controller monitor top level flow diagram as employed in accordance with the invention
  • Figure 7 shows a self-test and initialization system in more detail
  • Figure 8 shows a driver authorization step in more detail
  • Figure 9 shows a load route schedule step in more detail
  • Figure 10 shows a run route step in more detail
  • Figure 11 shows a method of looking for the next stop
  • Figure 12 shows the vehicle tracking method of the invention
  • Figure 13 shows the method of the invention used to translate a vehicle schedule unloaded into a vehicle embedded system controller
  • Figure 14 shows the portable data transfer device programming method of the invention.
  • the system includes an operations center 12, an intersection system 14, a vehicle system 16, and a dispatch center 42.
  • the operations center 12 has a transit company computer 20 and a schedule translation system 22.
  • Transit company computer 20 may be any preexisting computer used by the company.
  • Transit company computer 20 provides schedule data on signal line 60. Since the data is provided in the format used by the transit company's computer, which is not, in general, the same as the format used by the vehicle tracking system, it is called untranslated data.
  • the schedule translation system 22 converts the untranslated schedule data into the format used by the vehicle tracking system and correlates the schedule data with a geographic information system database so that positional information waypoints may be extracted.
  • the original untranslated data may include street and cross-street combinations, street addresses, or feature or building names.
  • the translator 104 uses the geographic information system database to convert the specified locations into the corresponding latitude and longitude.
  • the resulting translated schedule 24 includes route identifiers, route origins, route start times, stops defined as latitude and longitude combinations, and times that the transit vehicle is scheduled to visit each designated or controlled stop.
  • the stop time may be defined as either an absolute time such as "12:24PM,” or as an offset from a reference time.
  • Schedule 24 may also contain other information such as route configurations such as express or local.
  • the schedule is then communicated to the vehicle system 16 using schedule transfer apparatus 64.
  • the schedule is loaded for each route using a portable data transfer device.
  • Each portable data transfer device should have enough non-volatile memory to contain all the information pertaining to at least one route.
  • the driver simply inserts the portable data transfer device that contains the information for the chosen route into the on-board controller.
  • embedded system controller 30 Given the route information, embedded system controller 30 automatically determines the applicable route and begins tracking the bus.
  • the portable data transfer device allows any bus and any set of routes to be assigned to any driver at any time. This allows the invention to be included in a transit company's existing operations with minimal impact to work flow.
  • the schedule transfer devices may be employed as schedule transfer devices.
  • the external data communications network 28 is used to receive the schedule.
  • the schedule information generally includes latitudes, longitudes and arrival times.
  • the vehicle system 16 includes a vehicle data network 26 that is interfaced to embedded system controller 30 through a bi-directional vehicle network interface 54.
  • Embedded system controller 30 also communicates with a traffic signal preemption system.
  • a vehicle location identifier 36 determines the vehicle's location at all times. Location identifier 36 may work in conjunction with a receiver 38. Location identifier 36 provides the location of the vehicle to system controller 30 on signal line 50.
  • the external data communication network 28 communicates with embedded system controller 30 through a data communications bus 48.
  • the external data communication network 28 communicates with the dispatch center 42 on a dispatch communication channel 46.
  • a remote tracking system 40 may receive the vehicle tracking data by a cellular telephone data network or a private RF or microwave communication system.
  • a driver interface provides output to the driver and allows the driver to provide input in return.
  • An important aspect of the invention is that much processing that could otherwise be performed on the transit company's computer is performed on-board the bus by vehicle system 16. This includes, among other things, determination of the vehicle's position and calculation of bus' status relative to the schedule. This greatly reduces the load on the communication system that would otherwise be required to transmit raw data rather than only the results of the calculations. Thus a simpler, and hence less expensive, external data communication system may be utilized. It also makes possible the use of a much less powerful computer system at the transit company's headquarters allowing the continued use of existing equipment.
  • vehicle system 16 tracks the vehicle's progress.
  • the vehicle's position may be determined in a number of manners.
  • a signal 58 is sent from an external location transponder 18 to a location receiver 38 aboard the bus.
  • the Global Positioning System GPS
  • the GPS works by broadcasting high frequency signals from satellites. These signals are received on the ground and, from them, the position is calculated.
  • receivers the construction of which are well known, are capable of calculating their position to within 100 meters anywhere on the globe. Other well known technologies may be used instead of the GPS system.
  • a GPS receiver may provide the primary location information with a dead reckoning system providing location information when poor reception prevents the GPS system from functioning.
  • Embedded system controller 30 processes this location information and compares it to the schedule loaded by the driver to determine if the bus is late, early, or on-time, or if it has left the route. In addition, this location determining systems will indicate if a bus skips a stop. This is possible since the location of each stop is known. If a bus does not occupy that location at some time, the stop has been skipped.
  • Embedded system controller 30 tracks the bus' progress, as described above, monitors other aspects of the bus' operation, and communicates several pieces of information over external data communication network 28.
  • the information transmitted may include the position, speed, and heading of the bus, information regarding whether the bus is behind, ahead of, or on schedule, information regarding the number of passengers on the bus, information about unusual circumstances such as whether the bus is off route, and information regarding emergency conditions.
  • Such information may be transmitted periodically, upon request from the transit company's management center, or when preselected conditions arise warranting a transmission. Typically a combination of these reporting strategies will be used.
  • action to be taken may include contacting the transit company management center and reporting the condition, attempting to analyze and correct the condition, or reporting the condition to the driver. For example, if the vehicle is behind schedule, the traffic signal preemption transmitter 32 may be activated in order to request green traffic lights for the bus. If the information is reported to the transit company's management center, the transit company will be able to take corrective action such as notifying the police of an emergency, quickly getting a repair crew to a broken-down bus, sending a new bus. Data reported over a period of time will permit other remedial action such as modifying the schedule, or dropping stops on routes that consistently run behind schedule.
  • the external data communications network 28 allows the transit company's management center 42 and the vehicle to establish a reliable, secure, one-to-one addressable link with each other to communicate status information or to change operational parameters.
  • This network 28 could be a standard cellular data packet network, a spread-spectrum RF communications infrastructure, a trunked RF or microwave communications system, laser beam or optically based communication.
  • Vehicle data network 26 may also include other, optional, monitoring systems.
  • sensors could be attached to the bus' engine to give early indications of potential mechanical problems.
  • data collected from fare collection boxes or other passenger counting systems could provide information on ridership.
  • a bus driver interface 66 provides the driver with current status information. Such information could include an indication of whether the bus is currently ahead, behind or on schedule, the number of passengers currently on the bus, and the mechanical status of the bus.
  • a panic button 70 may be provided for use in the event of an emergency. When pressed panic button 70 causes the embedded system controller 30 to establish a connection 46 with the dispatch center 42 and provide current position, speed and heading information, allowing the bus to be quickly located, and appropriate response vehicles to be dispatched to the bus' location.
  • Schedule translation system 22 includes translation software 104 running on a computer, and a portable data transfer device writer 112.
  • the translation software 104 translates the transit company's bus schedule into a format usable by the embedded system controller 30 of Figure 1.
  • Schedule translation includes converting the transit company's bus stop mnemonics into route locations, then adding latitude and longitude locations for the route locations from a geographic information system database.
  • the geographic information system database may be commercially available or may be compiled specifically for use with the system of the invention.
  • the schedule translation software 104 transmits the translated data to a portable data transfer device writer 112 to load the specially-formatted schedules into the portable data transfer devices.
  • the portable data transfer devices are then used to transfer route schedules into the on-board embedded system controllers.
  • Figure 3 shows the dispatch center system comprising a multiport modem 122 and a computer running the tracking software 118.
  • Modem 122 is connected to a plurality of telephone lines 104.
  • Each of the telephone lines 104 will have the same phone number or a limited number of phone numbers.
  • Exception-based transmissions regarding schedule status or emergency conditions from the bus' embedded system controller 30 are displayed on the tracking display 114 as they are received.
  • the invention allows the dispatch center personnel to quickly locate any bus employing the method of the invention.
  • the tracking software accesses the geographic information system database to convert the bus' latitude and longitude position to a more user-readable street address, intersection, or feature name.
  • traffic signal preemption emitter 32 of Figure 1 is activated to request green lights for the bus.
  • Traffic signal preemption system emitter 32 works in conjunction with intersection system 14 shown in more detail in Figure 4.
  • traffic signal preemption systems may be used, it is preferably an Opticom traffic signal preemption system available from the Minnesota Mining and Manufacturing Company of St. Paul, Minnesota.
  • the Opticom emitter 32 is a stroboscopic optical device that, in conjunction with an Opticom Detector 34, an Opticom Phase Selector 130, and a controlled intersection, allows a vehicle to gain "green light" priority at an intersection. In the case of a bus, this priority allows the vehicle to complete its route faster and more efficiently, or allows it to make up for lost time which prevents the vehicle from falling farther behind schedule.
  • the Opticom detector 34 receives the flashing pulses from the emitter 32 and passes a signal representative thereof to Opticom phase selector 130. If Opticom phase selector 130 detects a flash frequency that corresponds to the frequency of Opticom emitter 32 it requests the controlled intersection to give the green light in the Emitter's direction priority over all other directions.
  • the Opticom system uses two levels of priority to arbitrate which type of vehicle receives the green light.
  • the higher level of priority is used by emergency vehicles such as police cars, fire trucks, or ambulances.
  • the lower level priority is intended to be used by non-emergency vehicles to provide them with a priority over ordinary traffic. If the Opticom system has just granted a low priority request to a bus and subsequently receives a high-priority request from an emergency vehicle, the higher priority request preempts the lower priority request.
  • the different priorities are distinguished by different frequencies of the stroboscopic signal.
  • Opticom phase selector 130 makes a determination as to the priority level of the signal.
  • Figure 5 shows a tracking system used in the method and apparatus of the invention.
  • the tracking display workstation 114 communicates to the tracking system 118 that is used to service the vehicle group servers.
  • Group 1 140a includes incoming telephone lines 124a, modem concentrator 122a, and vehicle group server 130a.
  • group 2 includes incoming telephone lines 124b, modem concentrator 122b, and vehicle group server 130b.
  • each group server services a number of telephone lines.
  • the vehicle group servers 130a, 130b and 130c are, in turn, managed by the tracking system 118.
  • FIG. 6 shows the embedded controller monitor top level flow diagram.
  • the embedded system controller 30 powers up in step 150.
  • a self test and initialization is performed in step 160.
  • the embedded system controller 30 determines whether the driver is authorized. If the driver is authorized, the method of the invention loads the route schedule in step 180. If the route schedule is successfully loaded in step 180, the embedded system controller 30 runs the route in step 190.
  • the monitor returns to step 180 if it is the same driver on a new route or it returns to step 170 to authorize a new driver if a new driver is to drive the bus containing the system.
  • Figure 7 shows the self-test and initialization step 160 in more detail.
  • Figure 9 shows the driver authorization step 170 in more detail.
  • Figure 10 shows the load route schedule step 180 in more detail.
  • Figure 11 shows the run route step 190 in more detail.
  • Figure 7 shows the self test and initialization method of the invention.
  • the process starts at step 202 to test the embedded system CPU board. The process then determines whether the system has passed in step 204 and, if it has not, reports a failure in step 206. If the embedded system board has passed, the process flows to step 208 to test the GPS receiver. If the GPS receiver has passed in step 210, the process continues to test the external data communications in step 214.
  • step 210 If the GPS receiver does not pass the test in step 210, the process reports the failure in step 212 and the process flows to step 227 to try to run without the failed piece of equipment in step 227.
  • step 216 if the external data communications has not passed, a failure is reported in step 218 and, again, the system tries to run with the failed equipment in step 227.
  • step 220 the internal data communications are checked and if they do not pass in step 222, the process flows to report a failure in step 224. After reporting the failure, the process flows to step 227 to attempt to run with the fatal system problem.
  • Figure 8 shows the driver authorization process of the invention.
  • the process flows to step 228 to determine whether a driver ID has been inserted.
  • the driver ID may be in the form of a Datakey data transfer device or other code input method. If it has not, the process flows to step 232 to determine if the bus is moving. If it is not moving, the process returns to step 228 to determine whether a driver ID is inserted. If the bus is moving, a time out step 234 is initiated to allow a certain amount of time for maintenance people or others to move the bus. If the time has not expired, the process flows back to 228 and loops until the time has expired. Once the time has expired, the process flows to 236 to report a possible unauthorized bus use. The process then flows to step 228. If the driver ID is inserted at any time that step 228 is executed, the process flows to step 230 to save the driver ID and then flows to step 231 to determine if a schedule is available.
  • Figure 9 shows the method of testing whether the route schedule is present.
  • the process first checks whether the bus is moving in step 238. If it is not moving, it loops back on itself. If the bus is moving, the process determines whether the schedule is loaded in step 240. If the schedule has not been loaded, the process flows to step 242 to determine whether, once again, the bus is being moved for maintenance purposes. If, in step 242, the bus moving time has not expired, the process loops onto step 242 until permitted moving time has expired. If the time allowed for maintenance movement has expired without a schedule being loaded, the process flows to block 244 to report possibly unauthorized bus use. Once the schedule has been loaded, the process then flows to step 241 to run the route.
  • Figure 10 shows the method of the invention for running a vehicle route.
  • the process is a monitoring process that occurs in a serial sequential fashion and also in a parallel concurrent fashion.
  • the various steps and checks of the invention to run a route may occur in any logical order depending on the particular implementation.
  • the process starts at step 246 to look for the next stop or, if it is the first stop, to look for the initial stop.
  • the process of looking for the next stop is described in more detail in Figure 11.
  • the process flows to step 248 to determine whether any of the stops were skipped.
  • a "skipped" stop is not one that the bus drives past, but rather one that the bus has passed without the location sensor ever indicating the coordinates of that stop. This might happen for a variety of reasons.
  • step 250 logs the skipped stops in step 250. This is provides a history of stops that were skipped in order to determine the reasons that they were skipped. The process then flows to step 252 to determine whether the vehicle is off route.
  • step 254 the process flows to step 254 to report that the vehicle is off route. If it is not off route, the process flows to step 256 to evaluate the vehicle status. This includes whether it is early, late, on time or in an emergency condition.
  • step 258 the system determines if the vehicle status has changed since the previous evaluation. If so, the process flows to step 260 to report the new vehicle status. If the vehicle status has not changed the process flows to step 262 to check whether the route was finished. If the route was not finished the process loops back to step 246 to process the next stop. If the route has been finished, the process returns to the calling routine in step 263.
  • Figure 11 shows the method of looking for the next stop. The process starts at step 264 where the current location is obtained from the location sensor.
  • step 266 determines whether or not the bus is at the next stop. If it is not at the next stop, the process flows to step 268 to determine whether it skipped a stop. If it did not skip a stop, the process returns to step 264 to monitor the current location and to determine whether it is at the next stop. If at step 268, it did skip a stop, the process flows to step 270 to set the skipped stop indicator flag and determine the identity of the skipped stop. The process then flows to step 272 to calculate the new next stop and continues the process of Figure 10. If, in step 266, the bus is at the next stop, the process flows directly to step 272 to calculate the new next stop.
  • Figure 12 shows the vehicle tracking method of the invention.
  • the vehicle tracking method of the invention is used by the dispatch center to determine the vehicle status and vehicle position en route.
  • the process starts at step 274 to where the system operator initiates a track vehicle request.
  • the process flows to step 276 where the operator selects the desired ID type.
  • An ID can represent, among other things, a driver identification or a route identification.
  • the process then flows to step 278 where the system presents the operator with list of valid Id's of the type desired.
  • the process then flows to step 280 where the operator selects a group of Id's to track.
  • the group may include one or a plurality of ID's.
  • the process then flows to step 282 to access the vehicle database for the telephone numbers of the vehicles in the group.
  • step 284 The process then flows to step 284 to call each vehicle in their request group to determine its location and status.
  • the process then flows to step 286 where the vehicles respond with their status and location.
  • the process then flows to step 288 where the system stores the status and location data in the vehicle database.
  • the process then flows to step 290 to access the geographic code data base and retrieve the addresses for the geographic coordinates.
  • the process then flows to step 292 to display the location and status of all of the vehicles in the selected group on the tracking system display.
  • Figure 13 shows the method used to translate a vehicle schedule from the format used by the transit company's computer to that used in the invention.
  • the process starts at step 294 and proceeds to step 296 where the user causes the translation system computer to load the transit company schedule.
  • the process flows to step 298 where the user selects the translation to begin.
  • step 300 the dispatch computer checks each stop name on the schedule against geographical locations and a translation table.
  • step 302 determines whether the stop name is in the database or translation table. If it is not, the stop is added to a list of unknown stops 304. If it is in the data base, the process flows to step 306 to determine whether all of the stops on the schedule have been checked. If the schedule has not all been checked the process continues to loop to step 302 to check additional stops. Once the entire schedule has been checked, the system proceeds to step 308 to display a list of unknown stops for the user to process. The process then flows to step 310 to suggest matches for the unknown stops from the current database. The process then flows to step 312 where the user selects a match for each unknown stop.
  • step 314 to delete the stops from the unknown stop list.
  • step 316 determines whether all of the unknown stops have been processed. If they have not, the process loops to step 312. If all the unknown stops have been processed, the process flows to step 318 to access the database to retrieve latitude and longitude for each stop. The process flows to step 320 to save the translated schedule format for loading into the portable data transfer device. The process ends in step 322.
  • Figure 14 shows the portable data transfer device programming method of the invention.
  • the process starts at step 324 and proceeds to step 326 to initiate the portable data transfer device programming.
  • the process then flows to step 328 to display the list of translated schedules.
  • the user selects the schedule to be used in step 330.
  • the system displays lists of routes included in the selected schedules in step 332 and the user selects a route to be programmed into the portable data transfer device in step 334.
  • the system programs the portable data transfer device in step 336 and deletes the routes from the route list as they are processed in step 338.
  • step 340 the system checks to determine if all selected routes have been transferred to portable data transfer devices. If not, the process loops to step 336. If it is done, the process flows to step 342 to end the programming of the portable data transfer devices.
  • a demonstration prototype consisting of tracking a vehicle to a schedule using GPS was created in early 1993.

Landscapes

  • Engineering & Computer Science (AREA)
  • Radar, Positioning & Navigation (AREA)
  • Remote Sensing (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Traffic Control Systems (AREA)

Abstract

Système de poursuite et de localisation de véhicules utilisant des stations de contrôle intégrées placées aux carrefours et associées à des caméras de surveillance. Une station de contrôle intégrée, à laquelle sont transmises des informations concernant la position des véhicules ainsi que les schémas d'exploitation le concernant, calcule si le véhicule est à l'heure ou non et le signale à l'interface conducteur. Le conducteur peut alors si nécessaire demander que le système signale (via un réseau externe de transmission) une situation d'alarme ou d'urgence au centre régulateur. Ledit réseau peut également transmettre la situation (position et état) du véhicule. Une compagnie de transport recourant au système peut fournir aux véhicules qui sont équipés en conséquence les schémas d'exploitation quotidiens à l'aide d'un dispositif de transfert portatif. Les stations de contrôle intégrées communiquent également avec le réseau d'informations du véhicule pour lui transmettre la position du véhicule. Un récepteur global de localisation peut également être utilisé pour fournir la position du véhicule aux stations de contrôle intégrée.
EP94920012A 1993-06-09 1994-05-17 Systeme de poursuite de vehicules Expired - Lifetime EP0702820B1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US7388093A 1993-06-09 1993-06-09
US73880 1993-06-09
PCT/US1994/005460 WO1994029827A1 (fr) 1993-06-09 1994-05-17 Systeme de poursuite de vehicules

Publications (2)

Publication Number Publication Date
EP0702820A1 true EP0702820A1 (fr) 1996-03-27
EP0702820B1 EP0702820B1 (fr) 1997-08-13

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Application Number Title Priority Date Filing Date
EP94920012A Expired - Lifetime EP0702820B1 (fr) 1993-06-09 1994-05-17 Systeme de poursuite de vehicules

Country Status (10)

Country Link
US (1) US5602739A (fr)
EP (1) EP0702820B1 (fr)
JP (1) JP3411924B2 (fr)
KR (1) KR100304740B1 (fr)
BR (1) BR9406796A (fr)
CA (1) CA2163668C (fr)
DE (1) DE69404989T2 (fr)
ES (1) ES2108468T3 (fr)
HK (1) HK1002839A1 (fr)
WO (1) WO1994029827A1 (fr)

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DE69404989D1 (de) 1997-09-18
KR960702923A (ko) 1996-05-23
HK1002839A1 (en) 1998-09-18
EP0702820B1 (fr) 1997-08-13
US5602739A (en) 1997-02-11
CA2163668A1 (fr) 1994-12-22
JPH08511636A (ja) 1996-12-03
JP3411924B2 (ja) 2003-06-03
CA2163668C (fr) 2005-08-16
WO1994029827A1 (fr) 1994-12-22
ES2108468T3 (es) 1997-12-16
DE69404989T2 (de) 1998-03-26
BR9406796A (pt) 1996-03-19
KR100304740B1 (ko) 2001-11-22

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